Abstract: A vehicular control device that is mounted in a vehicle including an automatic gear shift device is configured to store vehicle control state information including a control state of the vehicle in a predetermined gear shift status when a rate of change in acceleration in the predetermined gear shift status at the time of gear shift is greater than a rate of change in acceleration in the predetermined gear shift status in the past. Accordingly, it is possible to store and accumulate vehicle control state information in a predetermined gear shift status with a higher importance out of predetermined gear shift statuses occurring at the time of gear shift.

Abstract: A vehicular control device that is mounted in a vehicle including an automatic gear shift device is configured to store vehicle control state information including a control state of the vehicle in a predetermined gear shift status when a rate of change in acceleration in the predetermined gear shift status at the time of gear shift is greater than a rate of change in acceleration in the predetermined gear shift status in the past. Accordingly, it is possible to store and accumulate vehicle control state information in a predetermined gear shift status with a higher importance out of predetermined gear shift statuses occurring at the time of gear shift.

Abstract: A control apparatus includes an input torque acquisition unit acquiring an input torque input to an automatic transmission input shaft, a clutch torque acquisition unit acquiring a clutch torque of a clutch operated to change a gear stage of the transmission, a torque determination unit determining a change of the input torque and the clutch torque from a first state in which one of the input torque and the clutch torque is greater than the other to a second state in which the other one is greater than the one, a gear ratio calculation unit calculating an intermediate gear ratio between pre-shift and post-shift gear ratios, and a torque calculation unit, when the torque determination unit determines a change of the input torque and the clutch torque from the first state to the second state, executing a process of calculating a target engine torque based on the intermediate gear ratio.

Abstract: A control apparatus includes an input torque acquisition unit acquiring an input torque input to an automatic transmission input shaft, a clutch torque acquisition unit acquiring a clutch torque of a clutch operated to change a gear stage of the transmission, a torque determination unit determining a change of the input torque and the clutch torque from a first state in which one of the input torque and the clutch torque is greater than the other to a second state in which the other one is greater than the one, a gear ratio calculation unit calculating an intermediate gear ratio between pre-shift and post-shift gear ratios, and a torque calculation unit, when the torque determination unit determines a change of the input torque and the clutch torque from the first state to the second state, executing a process of calculating a target engine torque based on the intermediate gear ratio.

Abstract: A shift control system that reduces drop in driving force and shocks during execution of clutch-to-clutch upshifting is provided. The control system is configured to reduce a torque transmitting capacity of a first clutch at a predetermined rate while increasing a torque transmitting capacity of a second clutch with a reduction in the torque transmitting capacity of the first clutch during execution of the upshifting, to set a target speed of the engine to a level determined by adding a predetermined speed to a synchronous engine speed corresponding to a low speed stage, during a torque phase in which the torque transmitting capacity of the first clutch is being reduced and the torque transmitting capacity of the second clutch is being increased, and to execute a feedback control of an engine torque in such a manner as to maintain the engine speed to the target speed based on a difference between the target speed and an actual engine speed.

Abstract: A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.

Abstract: A shift control system that reduces drop in driving force and shocks during execution of clutch-to-clutch upshifting is provided. The control system is configured to reduce a torque transmitting capacity of a first clutch at a predetermined rate while increasing a torque transmitting capacity of a second clutch with a reduction in the torque transmitting capacity of the first clutch during execution of the upshifting, to set a target speed of the engine to a level determined by adding a predetermined speed to a synchronous engine speed corresponding to a low speed stage, during a torque phase in which the torque transmitting capacity of the first clutch is being reduced and the torque transmitting capacity of the second clutch is being increased, and to execute a feedback control of an engine torque in such a manner as to maintain the engine speed to the target speed based on a difference between the target speed and an actual engine speed.

Abstract: A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.

Abstract: A control apparatus for controlling a vehicle having an automatic transmission arranged to transmit a vehicle drive force from a drive power source of the vehicle to drive wheels of the vehicle, such that a shift-down operation of the automatic transmission is performed as a result of a kick-down operation, the control apparatus includes a shift-down operation permitting/inhibiting portion configured to restrict the shift-down operation of the automatic transmission as a result of the kick-down operation, if a running speed of the vehicle upon detection of the kick-down operation is lower than a lower limit predetermined for a presently established gear positions or speed ratio of the automatic transmission.

Abstract: A control apparatus for controlling a vehicle having an automatic transmission arranged to transmit a vehicle drive force from a drive power source of the vehicle to drive wheels of the vehicle, such that a shift-down operation of the automatic transmission is performed as a result of a kick-down operation, the control apparatus includes a shift-down operation permitting/inhibiting portion configured to restrict the shift-down operation of the automatic transmission as a result of the kick-down operation, if a running speed of the vehicle upon detection of the kick-down operation is lower than a lower limit predetermined for a presently established gear positions or speed ratio of the automatic transmission.

Abstract: A controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: An ECU executes a program including the steps of: setting a first throttle opening degree (S100), setting a low gear torque LTE based on an engine torque map for low gear having the first throttle opening degree and an engine speed (rpm) as parameters (S200), setting a high gear torque HTE based on an engine torque map for high gear having the first throttle opening degree and the engine speed as parameters (S300), setting a target engine torque TTE by combining the low gear torque LTE and the high gear torque HTE by using a correction ratio KGR determined by a gear step (S400), and controlling the engine to produce a required torque set by using the target engine torque TTE (S700). In this way a torque can be obtained in accordance with the engine speed.

Abstract: When an automatic transmission is shifted from neutral to a forward gear, an ECU calculates the appropriate target gear. If the target gear speed is the second forward gear or higher, a target command pressure of a first engagement element is immediately increased to a maximum pressure regardless of an input torque, and a target command pressure of a second engagement element is gradually increased in accordance with the input torque.

Abstract: The adjustment method includes an estimation step in which valve characteristics of the linear solenoid valves fitted to the hydraulic control circuit are measured, and estimated linear valve characteristics of the linear solenoid valves in isolation state are estimated based on the measured valve characteristics using predetermined correlations; and a correction value output step in which estimated linear piston-end pressures of the hydraulically-driven friction engagement elements immediately before the hydraulically-driven friction engagement elements are engaged are calculated based on the estimated linear valve characteristics, and the correction values that are applied to the control command values to adjust the drive currents supplied from the valve control unit to the linear solenoid valves are calculated based on differences between the estimated linear piston-end pressures and nominal piston-end pressures, and then output.

Abstract: An ECU executes a program that includes the steps of i) calculating a sporty running counting SC based on a state of a vehicle according to an operation of a driver; ii) changing a condition for executing sporty running in which an upshift is inhibited when an accelerator is suddenly released and in which a downshift is promoted during sudden braking such that the condition is easier to satisfy and changing a condition for returning from sporty running so that it is more difficult to satisfy when the sporty running count SC is equal to or greater than a threshold value; and iii) changing the condition for executing sporty running so that it is more difficult to satisfy and changing the condition for returning from sporty running so that it is easier to satisfy when the sporty running count SC is not equal to or greater than the threshold value.

Abstract: A controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: In a shift control device and a shift control method for an automatic transmission, when the shift range is switched from a non-travel range to a travel range, a squat control of temporarily forming a high-speed step that is smaller in speed change ratio than the first speed change step by engaging a first engagement element and a second engagement element, and then forming the first speed change step by releasing the second engagement element. In the case of standing-start of the vehicle in the high-speed step, the squat control is ended before the first speed change step is formed by releasing the second engagement element.

Abstract: When an automatic transmission is shifted from neutral to a a forward gear, an ECU calculates the appropriate target gear. If the target gear speed is the second forward gear or higher, a target command pressure of a first engagement element is immediately increased to a maximum pressure regardless of an input torque, and a target command pressure of a second engagement element is gradually increased in accordance with the input torque.

Abstract: An ECU executes a program including the steps of: setting a first throttle opening degree (S100), setting a low gear torque LTE based on an engine torque map for low gear having the first throttle opening degree and an engine speed (rpm) as parameters (S200), setting a high gear torque HTE based on an engine torque map for high gear having the first throttle opening degree and the engine speed as parameters (S300), setting a target engine torque TTE by combining the low gear torque LTE and the high gear torque HTE by using a correction ratio KGR determined by a gear step (S400), and controlling the engine to produce a required torque set by using the target engine torque TTE (S700). In this way a torque can be obtained in accordance with the engine speed.

Abstract: In a shift control device and a shift control method for an automatic transmission, when the shift range is switched from a non-travel range to a travel range, a squat control of temporarily forming a high-speed step that is smaller in speed change ratio than the first speed change step by engaging a first engagement element and a second engagement element, and then forming the first speed change step by releasing the second engagement element. In the case of standing-start of the vehicle in the high-speed step, the squat control is ended before the first speed change step is formed by releasing the second engagement element.